Governor cut-off.



No. 632,085. Patented Aug. 29, I899.

' M. 0. ARNEGAARD.

GOVERNOR CUT-OFF.

(Application filed Apr. 6, 1899.)

(No Model.) 4 Sheets$heet I.

WITNESSES: //v VEN r05 A TTORNE Y8.

No. 632,085. Patented Aug. 29, 299. M. 0. ARNEGAARD.

aovznuon CUT-OFF.

(Application filed Apr. 6, 1899.)

{No Model.) 4 SheetsShaet 2.

- WITNESSES: IN VENTOR Mrfi'zp 0. flr/zeyaard.

MW 77 i A TTOFZNEYS.

No. 632,085. Patented Aug.'29, I899.

M. 0. ARNEGAARD. v

GOVERNOR CUT-OFF.

' {Application filed Apr. 6, 1899.) (No Model.) 4 Sheets-Sheet 3.

i llmlm mill!!! S INVENTOR /7 g 7 JQrfdv Gaff/ 9M A TTOR/VE YS.

No. 632,085. Patented Aug. 29, I899.

, m. 0. ARNEGAARD/ sovzn'uoa CUT-OFF.

(Application filed. Apr. 6, 1899.)

(No Model.) 4 Sheets-Sheet 4.

WITNESSES: INVENTOH A Q Wazrfiiv 0. fiivaeywi A TTOHNEYS,

governor.

UNITED STATES.

P TENT OFFICE.

MARTIN O. ARNEGAARD, OF I-II LLSB OROUGH, NORTH DAKOTA.

GOVERNOR CUT-OFF.

SPECIFICATION forming part of Letters Patent No. 632,085, dated August 2 9, 1899. Application filed April 6, 1899. Serial No. 711,958. (No model.)

To all whom it may concern.-

Be it known that I, MARTIN O. ARNEGAARD, residing at Ilillsborough, in the county of Traill and State of North Dakota, have made certain new and useful Improvements in Governor Out-Offs, of which the following is a specification.

I have received reissued Letters Patent No. 11,711, dated January 24, 1899, for a governor adapted to operate adjustable cut-off reversing valve-gears for steam-engines; and my present invention is an improvement thereon, the principal novel features being, first, the construction of the pivoted bar forming a flexible downward extension of the verticallyslidable governor shaft or bar and the combination of such extension with other parts; second, the tension adjustment for the spring-counterbalance for the governor shaft or bar, whereby the speed of the engine may be changed at will without materially affecting the sensitiveness of'the governor, and, third, the improved attachment of the governor-arms to the crdss-head of the-sliding shaft orstem.

The details of construction and operation are as follows:

Intheaecompanyingdrawings,(fourslieets,) Figure 1 is a side elevation of my improved Fig. 2 is a top plan view of the governor-arms and cross-head. Fig. 3', Sheet 2, is a side view taken at right angles to that shown in Fig. 1. Fig. -t is an enlarged view of part of the valve-gear. Figs. 5 and 6, Sheet 3, are enlarged detail views illustrating differeut positions of the lower portion of the governor. Fig. 7 is a detail vertical section on line 7 7 of Fig. 5. Fig. 8 is a cross-section on line 8 S of Fig. 5. Fig. 9 is a crosssection on line 9 9 of Fig. 7. Fig. 10 is a perspective viewof the link or bar forming a flexible extension of the governor-stem. Fig. 11, Sheet 4, is a diagram illustrating the action of the springs that act on the governor proper.

The movable parts of the governor are mounted and supported upon a vertical stand-' ard 1, (see Figs. 1 and 3,) having a tubular upper end 1 and a lateral tubular portion or arm 1 The latter constitutes a bearing (Not shown). A bevelgear 4 on the inner end of the shaft 2 meshes with a like gear 5, keyed upon the lower end of the vertical tubular shaft 6, that carries and rotates the governor proper. This shaft 6 has its bearingsin the vertical tubular frame portion 1 and is constructed with branches or lateral rightangular arms 7, to which the obtuse-angle governor arms or levers 8 are pivoted on bolts 9. The said arms have balls 10 on their free ends and are con= nected with the governor-shaft 14 by a novel construction and combination of parts. The shaft or stem 14 is adapted to slide or reciprocate without rotating in the tubular shaft 6 and extends below the same, where it is connected with devices constituting part of the governor, as will be presently described.

In my former patented invention the governor-arms 8 were loosely connected withthe head of the shaft 14 by means of pivoted links, which I now dispense with, having substituted a simpler and preferable construction'. I

The cross-head 12, which is attached rotatably to the governor-shaft 14:,has lateral projections 15, Fig. 3,'at its ends, which are provided with recesses 16, adapted to receive the spherical or cylindrical terminals on the inner ends of the arms 8 and also allow due sliding movement thereof as the governor balls 10 rise and fall. The said terminals rest in sockets formed in plates having a fiat bottom and adapted to slide easily in the recesses 16 of the cross-head 12. that the said recessed projections 15 are on opposite sides of the shaft 14, Fig. 2, so that the governor-arms 8 pass by the latter and have consequently a greater length and loverage than would otherwise be the case. To adapt the arms 8 to this relation,they are necessarily curved, as shown in Fig. 2. The shaft 14 is connected with the cross-head 12 by means of a single collar 13, Fig. 1, instead of two collars, as in the former case.

As in my prior invention, a short bar17 (see Figs. 1, 5, and 6) is pivoted to the lower end of the governor-shaft 14 and constitutes practically a flexible extension thereof having an important function. As before, such shaft 14 works vertically between fixed guiderollers 18, which are journaled on the face of standard 1 and bar 17 between rollers 19, that It will be seen are journaled on a swinging support. The latter comprises a crank 22, Fig. 7, fixed on a horizontal rock-shaft 23, which is journaled in standards 1 1 and connected with a link or equivalent valve-shifting device 24, (see Fig. 4,) as will be presently described. A rod 51, Fig. 1, pivotally connects said bar 17 with a hand-lever 52, havinga locking springpawl 53, that engages a segmental rack 54, fixed contiguous to the governor proper. This lever serves for shifting the bar 17 from the vertical position to alateral inclination-right or leftfor the purpose of shifting the slidevalve (not shown) and thereby reversing the engine. A roller on the end of the eccentricstrap 25 works in the slot of the gear 24 on rock-shafts 23. centric-strap 25 and to a valve. (Not shown.) On the lower end of crank 22 (see Figs. 5 and 6) is pivoted a bar 31, having rollers 19 journaled on its ends. The aforementioned bar or governor-shaft extension 17 is arranged and slides between these rollers 19. It is therefore apparent that by shifting the said bar 17 laterally by means of the rod 51 and lever 52 the rock-shaft 23 will be rotated more or less and the valve-gear reversed or placed in mid-gear. The governor can shift the bar 17 up or down, so as to rotate the rockshaft 23 and vary the throw of the valve.

It will be understood that I may' use any 'other adjustable cut-ofif reversing valvegear-for example, an ordinary link for shifting the valve, as shown and described in the aforementioned patent, No. 11,711-in place of the Woolf gear. (Shown in the drawings.)

In the present invention in place of the lower end of the governor-shaft 14 terminating in parallel ears, as before, the link or bar 17 is provided with the ears 17 (see Figs. 7 and 10) and the end of shaft 14 is fitted and pivoted between them. By this arrangement the joint between shaft 14 and bar 17.can be made stronger in proportion to the weight of the said governor stem or shaft. Instead of providing each of the rollers 19, between which the said bar 17 works, with a flange, as before, they are constructed with peripheral grooves, (see Fig. 9,) into which the side edges of the bar 17 fit, as shown. These side edges are made as thick as the lower part of stem 14 for the purpose of preventing the bar 17 from twisting, also for guiding the lower end of shaft 14 into the grooves of rollers 19 when the stem 14 is pushed down, as shown in Figs. 5 and 6. The edges of the bar 17 are extended, as shown best in Fig. 5, and form points, triangular projections, or ears 17*, that abut on the sides of the stem or shaft 14 when the bar 17 is thrown laterally, as in Figs. 5 and 6. The governor-stem 14 can be pushed down until the pivot-bolt 14 has passed be-.

low rollers 19, as shown in Fig. 6, and the governor has reversed the motion of the slidevalve, so as to allow the steam to work against the piston, whereby a traction-engine may be controlled on a descending grade. Thus the The rod 28 is pivoted to eccrank 22, being fixed on rock-shaft 23 when its lower end is directly under the center line of shaft 14, holds the valve-gear in mid'gear, and when the governor has moved the lower end of said cranklaterally or out of a vertical plane and has given it an inclination opposite to the inclination of bar 17, as shown in Fig. 6, the valve-gear is reversed, so as to work the steam against the piston until the speed of the engine is reduced. Fig. 6 represents the position of the governor-stem when it has reversed the valve-gear, so as to work steam against the piston through a small part of its stroke and control the engine, though there be some other force than the steam tending to accellerate its motion. Thus the governor acts as an automatic brake.

The governor-shaft 14 may be shifted manually to control the speed of the engine by means of the T-shaped lever 33, Fig. 1, to which rods 33 are attached for shifting its position, as required. The said lever is pivoted to a lateral bracket 34 of the standard 1. The arm 33 of said lever is loosely connected with the governor-stem 14by means of a link 35, Fig. 1.

To counterbalance the weight of the stem or shaft 14, bar 17, cross-head 12, and halfof the inner ends of the governor-arms and rod 51, as well as resist the centrifugal action of the governor-balls 10, two spiral springs 36 are attached at one end to a lug on the'standard 1 and at their lower ends to a block 41, which is rotatably attached to the inner and lower end of a threaded rod or cylindrical bar 37, which has a lateral and downward inclination, the same working in a threaded sleeve 38, forming a rigid attachment to the pivoted lever 33, so that it shifts with it as the latter is shifted with the governor-shaft 14. The screw 37 has a polygonal head 39 to adapt it for the application of a wrench, and a jam-nut 40 is also provided to lock the screw in any adjustment. It is apparent that by rotating the inclined screw 37 the tension of the springs 36 will be increased or diminished, according as the screw is adjusted lengthwise one way or another, so as to increase or diminish the distance between the point where the springs are attached and the pivot of the lever 33. Thus when the screw 37 is screwed down the length and tension of the springs 36 are obviously increased and also their leverage. A hand-wheel may be substituted for the screw-head 39.

It is a common defect of spring-governors that when the tension of the spring is reduced, so as to decrease-the speed of the engine, the governor becomes less sensitive; but by my above-described mechanism the speed of the engine can be changed to a considerable degree without materially affecting the sensitiveness of the governor, which would not be the case if the tension of the springs were decreased or increased without changing the le- Verage. To further illustrate and explain this most important part of myinvention, I res;

fer to the diagrainFig. 11. For engines of from fifteen to thirty horse-power I find the action of the governor-balls the springs must I balance the weight of one-half of the inner ends of the governor-arms and reverse-rod 51,

cross-head 12, and governor-stem 14, which altogether weigh from twenty-five to thirty pounds. In order to balance this, the springs, which together pull one hundred and thirtyfive pounds when stretched one inch, must be stretched from the are D E to the lines a. b c (1 e g, Fig. 11-that is, when the springs act along the line C H they act on a three-and-one half-inch lever and must be stretched .49 of an inch, orfrom D E to e, to balance the governorstem 14, cross-head 12, and one-half of rod 51, &c. When the springs have the position indicated by line C K, they act on a three-inch lever and must be stretched .57 of an inch in order to balance the governor-stem. When the springs have the position indicated by the line C I, they act on a twoand-one-half-inch lever and must be stretched .68 of an inch, or from D E to c, to balance the governor-stem and one-half of rod 51, (SEC. When the springs have the position indicated by the line C L, they act on a two-inch lever and must be stretched .85 of an inch, or from D E to h, in order to balance the governor-stein cross-head 12, one-half of rod 51," &c. When the springs act along the line C N, they have a one-andone-half-inch lever and must be stretched one inch, or from D E to a, in order to balance the governor-stem, &c. The line a b a (l c g is almost straight, being slightly curved upward, which shows that if the springs were shorter it would bring the points a b 0 (Z c gin a more nearly straight line, since then the are D E will curve more; but as it is wellto have long springs this must be left as it is. To find the force with which the springs resist the action of the governor-balls 10, the number of poundsone hundred and thirty-fivewhich they lift when stretched one inch must be multiplied by the number of inches the springs are stretched below the lined in 0 (Z c g, and this again must be multiplied by the length of the lever on which they act and divided by the true leverage of lever-arm 33. The result will be the force acting along link 35 available for resisting the centrifugal action of the governor-balls. When the screw 37 is adjusted to change the speed of the engine, the lower end of the springs will move along the line P N L I K H, which if in the same plane would form,with the line 1 an angle of nearly fifty degrees. The position of this line has been found by placing the line in various positions and then figuring out the number of revolutions it would take to hold the governorballs in different positions throughout their range of movement.

Amongthc various positions I have tried for line P N L I K H, Fig. 9, I find the positions given it on said figure the best. It is demonstrable that the sensitiveness of the governor re mains practically the same, though the speed of the engine be changed; also, that the governor is most sensitive through the middle of its range, which is the place through which it will generally be moving while the engine is running. If the line P N L IK H were lowered, it would make the governor too sensitive, and if it were raised it would make the governor less sensitive. If it were lowered at the end H and raised at the end P, it would make the governor too sensitive while running at high speed and notsufficiently so while running at low speed. If the end P were lowered and the end Hraised, the governor would not be sensitive while running at high speed, but would be too sensitive while running at low speed. It is impossible to describe all the positions in which the line F G might be put and still have a good governor, provided the other parts were changed to satisfy that position of line P H.

Slight changes in the position of the crank to which the springs 36 are attached, or in the length or power of said springs, or in the length or distance between C A, or in the angle of the governor-arms greatly affect the workings of the governor.

What I claim is-- 1. In an automatic governor cut-off for steam-engines, the combination with the governor proper and the vertically-slidable shaft or stem, of the jointed extension of the latter, having lateral ears adapted for contact with the stem, and to form a practical continuation of its edges, as shown and described.

2. In an automatic governor cut off for steam-engines, the combination with the governor proper, its slidable shaft or stem, and guide-rollers having grooves as specified, of the pivoted bar constituting afiexible extension of said shaft, the same having ears between which the shaft is pivoted, and also provided with edges which are adapted to fit and work in the aforsaid grooves of the guiderollers and have the same thickness as those of the shaft, as shown and described.

In an automatic governor cut-01f for steam-engines, the combination of the slid- I 'nects them with said lever and regulates their tension,substantially as shown and described.

5. In an automatic governor cut-off for steam-engines, the combination with the slidable governor shaft or stem and a lever for lifting the same as specified, of two counterbalance-springs, and a device which connects said lever and springs and is adapted to regulate the distance between the springs and the pivot of said lever and to adjust the length and tension of the springs, substantially as described.

6. In an automatic governor cut-oil for steam-engines, the combination with the slid able governor-sh aft and a pivoted lever adapted for lifting it as specified, of a screwthreaded sleeve which is rigidly attached to the lever, an adjusting screw or rod adapted to work in said sleeve, and the counterbalance springs attached to one end of the screw, substantially as shown and described.

7. In an automatic governor cut-off for steam-engines, the combination with the slidable governor-shaft and a pivoted lever adapted for lifting it as specified, of a screwthreaded sleeve which is rigidly attached to the lever, and arranged at a downward inclination, an adjusting screw or rod adapted to workrin said sleeve and consequently held inclined as shown, and the counterbalancesprings attached to the lower end of the screw, substantially as shown and described, whereby their tension may be adjusted and the speed of the engine changed without materially affecting the sensitiveness of the governor.

8. In an automatic governor, the combination with the slidable governor shaft or stem and a pivoted T-shaped lever which is shifted as specified, of a link 35 pivoted to and connecting said stem and the arm 33 of said 1ever, an adjustable screw or rod working in a fixed attachment of the lever, a block on the lower end of the latter, and springs attached to said block and the frame of the governor, as shown and described to operate as speci' fied.

MARTIN O. ARNEGAARD.

Vitnesses:

P. G. SWENsoN, OLE ARNEGARD. 

